Starting system for internal combustion engines



June 28, 1960 J. F. ARMSTRONG 2,943,211

STARTING SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed May 13, 1957 2 Sheets-Sheet 1 I /s TO IGNITION [a 20 f awn/Tax JAMES FRED ARMSTRONG ew ihmz/ A ORNEY June 28, 1960 J. F. ARMSTRONG STARTING SYSTEM FOR INTERNAL COMBUSTION ENGINES 2 Sheets-Sheet 2 Filed May 13, 1957 TO IGNITION so IIII IIIIIIIE FIG.2.

INVENTOR. JAMES FRED ARMSTRONG @MX/IM ATTORNEY United States Patent STARTING SYSTEM FOR INTERNAL COMBUSTION ENGINES James F. Armstrong, St. Louis, Mo., assignor to ACE Industries, Incorporated, New York, N.Y., a corporaflon of New Jersey Filed May 13, 1957, Ser. No. 658,774 1 Claim. (Cl. 290-38) This invention relates to control systems for simplifying the starting procedure for internal combustion engines in motor vehicles and the like, and more particularly to a starting system for positively shifting the transmission of the motor vehicle into neutral when the electric starter motor is energized, or when the engine stops.

In most of the present models of motor cars, especially those equipped with automatic transmissions, it is not possible to start or restart the engine when it stalls Without first moving the transmission control (selector lever or pushbutton) from drive to neutral" or parked positions. This obvious safety feature is necessary to prevent injury to the vehicle, its occupants, or persons or property adjacent the vehicle, in case the engine should be started with the control in one of the drive positions.

Probably because this danger was obvious to most motor car manufacturers, the control circuit for the starter motor was provided with an additional neutral safety switch and/or the starter switch was combined to be operated from the neutral pushbutton or lever. See, for example, the patent to Coffey, No. 2,695,366, of November 23, 1954.

In the first case, the neutral safety switch is operated by the transmission control selector lever, and connected in series with the ignition switch and manually operated started switch. The connection between the transmission control lever and the neutral safety switch is such that the latter is closed only in indicated neutral or parked positions of the lever. In the first system above mentioned, there are three switches which must be closed before the engine can be started-the ignition switch, the neutral safety switch, and the starter switch. All of these require separate hand or foot motions.

In the second case, where the starter switch is combined with the neutral pushbutton of the transmission, there are two switches that must be operated-the ignition switch and the starter switch. The latter system, on its face, therefore, represents a distinct simplification in the operations required to start the engine. Most cars, however, require that the throttle be opened to some extent in order to start or restart the engine after it is stopped, as stated in the Coitey patent, so that, in addition to the manual operations above stated, there is in most instances the additional operation of opening the throttle by the accelerator peda So, again, it requires three hand or foot operations for starting.

It is the object of this invention to reduce the number of operations in the starting procedure to a minimum, so that only two controls will need to be operated, such as the ignition switch and the starter switch. These two controls may be separately operated or combined in one control. It is contemplated that this invention applies to either the twist switch type of starter where the ignition and starter switch are combined in a single key switch, or, perhaps preferably, with the system in which the starter switch is operated by move- 2 ment of the accelerator pedal, an example of which is shown in a patent to Coffey, Reissue No. 22,385, of October 26, 1943, for Automatic Starting Device.

According to this invention, the control for the transmission is automatically returned to neutral position when the engine stops or when the starter circuit is energized to start the engine. With either arrangement, the safety switch used in present systems can be eliminated, so that engine starting can be accomplished by merely operating the twist switch to turn on the ignition and energize the starter. This operation can be accomplished with one hand without first operating the neutral push button into the neutral position for transmission response, thus eliminating one of the motions necessary for starting the engine.

When the Coffey switch is used, it is only necessary to turn on the ignition switch and operate the accelerator pedal to close the starter switch, which eliminates one of the motions necessary in a system now requiring operation of the ignition switch, the transmission control lever, and the accelerator.

Further advantages will be apparent from the following detailed description taken in connection with the drawings, in which:

Fig. 1 is a schematic illustration of the electric circuit and controls therefor of a starting system using the starter switch of the type shown in the abovementioned Coffey reissue patent.

Fig. 2 is a schematic illustration of a modification ofthe invention.

The drawings are intended to illustrate conventional generator and starter control circuits for an engine of one of the present makes of motor cars, and the manner in which this invention is adapted to be interconnected with the engine or circuits. The particular showing is not intended as restrictive, since the invention may be applied to any engine and any one of the many ignition starter circuits.

As indicated in Fig. 1, the engine 1 is provided with the usual exhaust and intake manifolds 2 and 3, respectively. The intake manifold mounts a carburetor 4 which has a throttle controlled by an arm 5. connected by a rod 6 to the accelerator pedal 7. The engine drives the generator 8 through a belt connection 9, and the generator is provided with a connection through resistance 10 to ground the field. Opposite poles of the brushes of the generator are connected, respectively, with the ground at 11, and with a lead 13 which extends to the usual generator cut-out relay 14, which is closed only when the engine is running and the generator producing a current. A connection or lead 15 extends from the relay 14 to the ammeter A, and from the ammeter to the battery B, the other terminal of which is connected by a lead 16 to ground. The primary of ignition twist switch S is connected with the battery B by way of a lead 18. The ignition switch S is of the three pole type which, when operated, completes the circuit from the primary lead 18 to leads 19 and 20 extending to the usual ignition system and the starter control circuit, re spectively, whereby when the switch S is turned on, the ignition circuit and starter circuit to the starter switch 21 are energized.

The starter control circuit includes the aforementioned lead 20 extending from the twist switch S to the manually operated starter switch 21, which is, in this case, operated from the accelerator pedal 7 by movements of the throttle arm 5 in the throttle opening direction. Switch 21 is of the type shown in the Coffey Reissue Patent No. 22,385, and is operated only when the engine is stopped. When the engine is running, the switch cannot be closed by operation of the accelerator pedal 7.

The starter switch 21 is connected by lead 22 with a starter relay switch generally indicated as 23, which has a winding 24 connected by the lead 22 with the battery B when the starter switch 21 is closed. The opposite end of the winding 24 is connected by a lead 25 to ground by 'way of the lead '13, the generator brushes, and the connection 11. The relay 23 is of the type which, when ener'gized by closing the starter switch 21, will close a main power circuit from the battery B to the starter motor 17, thereby providing the starter with power from .the battery to operate the engine. 7

The main power circuit of the starter motor comprises a solenoid circuit and a motor circuit. .The motor circuit is connected with the battery B by a lead 30, which in turn connects with a fixed contact 27 of the .solenoid relay 31. The other fixed contact 28 connects by a main lead 32 with split field coils 33 and 34 of the starter motor 17, and thence to ground from the starter motor through the lead 37. For purposes of illustration,-the split field has been shown diagrammatically. The starter solenoid relay 31 is of a conventional type having a movable contact 25 opened by a spring 26 and closed by a solenoid 36 which has the dual function of also engaging the pinion drive of the starter motor 17 with the ring gear on the fiy wheel of the engine 1. The spring disengages the gears and opens relay 31.

.The starter solenoid circuit is energized from the battery B by a lead 35 connecting the battery with the starter relay 23, which, when closed, completes the circuit through the contacts 29 to the winding 36 on the starter solenoid. As.illustrated, this solenoid has two windings ,a main winding extending from the starter relay 23 to .ground through the starter motor 17 and connection 37, and a holding winding in parallel therewith which ex- ,tends directly to ground through the lead 38. I The structure so far described is believed tobe a conventional illustration of one form of ignition circuit and starter circuit for an engine such as illustrated and described in the reissue patent to Coffey. As above mentioned, it is generally the practice to incorporate a second switch in series with the starter switch which will be closed only in the neutral or parked positions of the transmission control. .The present system eliminates the necessity for such a safety switch, for reasons hereinafter explained.

The transmission is controlled by a series of pushbuttons mountedon the instrument panel of the motor vehicle. In this. instance, .the pushbuttons operate a mechanical mechanism to control the transmission, but this feature is immaterial to the invention. Either a control lever or pushbuttons may be used, and the connection between them and the transmission may be electrical, mechanical, or hydraulic.

For purposes of illustration, the drawings illustrate a bracket 40 which may be mounted on the instrument panel so that the pushbuttons 41, one of which is shown, project to be operated by the driver. The pushbuttons are generally indicated as. Neutral, Low, Drive, Reverse, and possibly Park. The button 41 is the 'neutral or N. button which, when operated, rocks the lever 42 about its pivot to move the push-pull control cable 43 in turn connected directly with the transmission 'control (not shown). The button 41 has a bearing surface 41' actingas a guide, and a projection 44 which properly positions the arm 42 to move the cable 43 the proper distance to the neutral control position. Other buttons (not. shown) .have. surfaces 44 properly dimensioned to move .the lever 42 to the desired position indicated by the particular button, all as well understood in the transmission. control art.

According to this invention, the button 41 is provided with an extension 45 slotted at 46 to receive the end '47 of a rod 48 connected directly with the armature of 'a'solenoid 49 or other auxiliary power mechanism. The solenoid 49 is connected by leads 20a and 20bin series between the ignition switch and the starter switch 21 Iat SS, and the engine 1 in operation, oil pressure from in the lead 20, so that, when the starter switch and ignition switch have closed, the solenoid 49 or other auxiliary mechanism will be energized to pull the neutral button 41 in, and place the transmission in the neutral condition for transmission response.

Operation The electrical interconnection above described between the solenoid 49 and the starter circuit is such that the solenoid 49 will be energized whenever both the ignition switch and the starter switch are closed, and only then,

so that when the engine is running therewill be no current flowing through the solenoid 49. Operation of the engine cuts out the ground through the generator 13, and engine manifold suctiondisables switch 21. 0n the other hand, when the ignition switch 8 is on, operation of the accelerator pedal 7 to open the throttle will automatically close the starter switch and energize solenoid 49, provided the engine 1 is stopped. If the engine 1 is operating, solenoid 49 remains unenergized and inactive to affect the normal operation of the. system.

Whenever the solenoid 49 is energized, the armature and actuating rod 48 is moved to the left, and rod end 47 moves the neutral button 41 full in, so as to shift the transmission to neutral and retain the transmission in neutral so long as the starter is energized. .When the starter is de-energized, any one of the other pushbuttons may be operated, and when this control function is performed, the neutral button 41, of course, will move out,

so that, when the starter is de-energized and the engine is not being cranked, the pushbuttons operate in a normal manner without any interference from the action of the solenoid 49, due to the lost motion connection between the slot 46 and rod end 47.

Since, any time the starter is operated, the transmis-' sion is automatically shifted into neutral, one of the control functions necessary has been eliminated from the normal operation of the motor vehicle. Likewise, the need for a safety switch in the circuit operated by the transmission control becomes unnecessary, since, when the starter circuit is energized, the control for the transmission will always be in neutral.

Modification starter relay. This is a three-position switch in which the movable switch contact 74 can be turned by a key from the off position to the on position as shown in the drawing, or to an on position closing the starter switch, by farther rotation of the key to the right so that the contact 7 4 completes the circuit to the ignition lead 19 and the starter relay lead 20 from the battery lead 15. Such a key type twist switch is conventional in construction, and well known in the motor car art.

Instead ofusing an electric motor for operating the pushbutton 41, the auxiliary mechanism in this case is a The diaphragm 64 is urged to the left by the spring 62. "The remaining linkage connecting with the pushbutton 41 is as above explained in the prior modification.

I Operation With the ignition switch on, as shown in the drawing the lubricating pump of the engine is transmitted through the line 61 and forces the diaphragm 60 to the right, compressing the spring 62. In this position of the parts, the motor 59 has no efiect upon the operation of the neutral pushbutton 41 or any of the other buttons in the transmission control;

When the engine stops, oil pressure on the diaphragm 60 is relieved, allowing the spring 62 to expand, pulling the neutral pushbutton 41 in by means of the connecting linkage 48, 47, 46, etc. The neutral button 41 remains depressed or pushed in, retained in this position by the spring 62, so as to move the lever 42 and control cable 43 to put the transmission in neutral. So long as the engine is out of operation, the spring 62 will resist moving any of the other pushbuttons which actuate the lever 42, and even if these buttons are forced in, when finger pressure is relieved spring 62 moves the transmission control into neutral, so that the system is always safe and the engine cannot be started inadvertently with the transmismission in any of the drive positions.

In this modification, as soon as the engine stops, the transmission is returned to neutral. Consequently, the starting operation is reduced to a single motion of operating the twist switch SS to the right to close the ignition and starter circuits and crank the engine. As soon as the engine starts, oil pressure compresses the spring 62, and the transmission pushbuttons are all operable in the normal manner.

A structure has been described which will fulfill all of the objects of the invention, but it is contemplated that other modifications will occur to those skilled in the art which come within the scope of the appended claim.

I claim:

In a motor vehicle assembly, an engine for driving the motor vehicle through an automatic transmission, an ignition circuit including a switch, a starter circuit for the engine including a switch, there being manually actuated controls for the transmission movable to positions for selecting drive conditions of response for the transmission and an additional manual control for selecting a neutral condition for the transmission, the combination of an auxiliary power means for operating the additional transmission control to a position selecting the neutral condition of response, means for maintaining the auxiliary power means inoperative for selecting the neutral drive condition of response of the transmission when the engine is running, a lost-motion connection between said auxiliary power means and said additional control, and means operating said power means for selecting the neutral position of the control when the starting circuit and ignition circuit are closed.

References Cited in the file of this patent UNITED STATES PATENTS Re. 22,385 Coffey Oct. 26, 1943 1,924,229 Davis Aug. 29, 1933 1,978,524 Davis Oct. 30, 1934 2,695,366 Cofiey Nov. 23, 1954 

